Trump administration reverses migratory bird protections

January 7, 2021 by  
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In a last-ditch effort to protect fossil fuel companies, the Trump administration has reversed a conservation law that prohibits such companies from killing migratory birds accidentally. Fossil fuel industries have long been seeking the reversal of the law, which is part of the 1918 Migratory Bird Treaty Act. The law has been protecting migratory birds from deaths caused by disasters like oil spills for over 100 years. The rollback now means that the federal government will not fine or prosecute companies that lead to the death of birds through their actions. Accidental environmental disasters such as oil spills and electrocutions could kill thousands of birds without any implications, as long as the cause of death was not intended to kill the birds, even if the company was conducting illegal activity. Related: Migratory birds triumph over Trump administration “This rule simply reaffirms the original meaning and intent of the Migratory Bird Treaty Act by making it clear that the U.S. Fish and Wildlife Service will not prosecute landowners, industry and other individuals for accidentally killing a migratory bird,” said David Bernhardt, Secretary of the Interior. However, environmentalists view the issue differently. Eric Glitzenstein, director of litigation at the Center for Biological Diversity, said the move is cruel and harmful to biodiversity .  “It’s horrendous,” Glitzenstein said. “It will just have a really overwhelming negative effect on our already dwindling bird populations.” The Migratory Bird Treaty Act was originally put in place to protect birds from poachers and hunters. The act made it illegal for any person to hunt, capture or kill birds or take their nests or eggs from certain listed species without a permit. Although the act did not clearly mention the accidental killing of birds, it has been instrumental in protecting birds from the actions of fossil fuel companies. The act was used under the Obama administration in prosecuting seven oil companies in North Dakota for killing 28 birds. The same act was instrumental in a $100 million settlement against BP for the killing of 1 million birds in the Deepwater Horizon Spill. Via The New York Times Image via NPS/Patrick Myers

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Big in 2021: American jobs created by EV companies

January 6, 2021 by  
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Big in 2021: American jobs created by EV companies Katie Fehrenbacher Wed, 01/06/2021 – 00:30 One of the big things I’m thinking about to kick off 2021 is how electric vehicles will be entwined with a U.S. recovery. Even before Joe Biden has formalized any green stimulus plans, the EV industry in the U.S. is showing important indicators that it will see solid growth this year — and that means jobs. New industry jobs. Electric jobs. Climate jobs.  Recently I chatted with the CEO and founder of Lion Electric , an electric bus and truck maker based in Saint-Jerome, Quebec. Marc Bedard founded the company 12 years ago — after working at a diesel school bus company in the 1990’s — with the goals of eliminating diesel engines for school buses and diesel fumes from the air that school kids breathe.  Lion got its start making electric school buses and has delivered major orders to the Twin Rivers Unified School District in Sacramento, California, and White Plains School District in White Plains, New York. More recently it unveiled an electric delivery truck and scored orders with Amazon and Canadian logistics provider CN.  While Lion Electric already has a factory in Montreal that can make 2,500 e-buses and trucks a year, the company tells GreenBiz it plans to expand into the U.S. by buying and converting an American factory that could be large enough to make 20,000 vehicles a year. Lion will unveil more details about where exactly that factory could be in the coming weeks, although vehicle production there probably won’t start for a couple of years. The expected rise of EV jobs across new and established automakers offers a spark of good news amidst expected anemic job growth for the first half of the year. Lion isn’t the only EV truck maker eying expansion into the U.S. market. Arrival — a London-based EV truck maker with a 10,000-EV deal with UPS —  plans to invest $43 million into its first U.S. factory in Rock Hill, South Carolina. The factory is expected to produce 240 jobs, with operations to start in the second quarter of 2021. The company’s U.S. headquarters will be in nearby Charlotte, North Carolina. In addition to Arrival and Lion, a handful of other independent U.S. EV makers have emerged in recent years to tap into the growing American electric truck market, including Lordstown Motors , Hyliion , XL Fleet , Rivian, Nikola and Lightning eMotors. All of these companies recently have raised hundreds of millions of dollars and gone public by merging with “blank check” companies, or Special Purpose Acquisition Companies (also called SPACs).  Although the financial tool is a bit speculative in nature — the SPAC process is far quicker and less rigorous than going public via a traditional initial public offering — it turns out that SPACs, strangely enough, could help create thousands, if not tens of thousands, American EV industry jobs. Hopefully, most of those will end up being long-term, stable jobs.  And those are just the latest jobs from the newest players. Ford is developing an all-electric cargo van at a Kansas City plant that will create 150 jobs this year. That’s on top of the hundreds of other new EV jobs created by Ford’s new electric vehicle lines, the electric F-150 and the Mustang Mach-E. Likewise, Daimler Trucks North America has been converting and expanding its factory to make electric trucks at its Swan Island headquarters in North Portland, Oregon. The new EV jobs couldn’t come at a better time. Thanks to the pandemic, 2020 saw historic American unemployment rates peaking in April and recovering to just 6.7 percent unemployment as of November. But with a slow vaccine rollout and surging infection rates, prolonged long-term high unemployment rates are expected. Clean energy jobs have been equally hit hard, with about a half-million clean energy workers left unemployed by the pandemic this year.  Despite not knowing what Biden’s green stimulus will look like, the administration already has signaled that the automakers could be a big part of a recovery. Biden selected former Michigan Gov. Jennifer Granholm as his energy department secretary. Granholm worked closely with the Obama administration and the auto industry throughout the green stimulus program following the 2008 financial crisis.  The expected rise of EV jobs across new and established automakers offers a spark of good news amidst expected anemic job growth for the first half of the year. And these are just jobs from the vehicle manufacturers.  Equally strong job growth is expected for EV infrastructure providers riding the same electric wave and could get even more of a boost from a green infrastructure stimulus. A federal government stimulus also could inject funding and jobs into a growing domestic EV battery production sector.  In what is expected to be another dark couple of quarters for employment in 2021, look to EV jobs to offer a bright spot.  Sign up for Katie Fehrenbacher’s newsletter, Transport Weekly, at this link . Follow her on Twitter. Pull Quote The expected rise of EV jobs across new and established automakers offers a spark of good news amidst expected anemic job growth for the first half of the year. Topics Transportation & Mobility Jobs & Careers Electric Vehicles Electric Bus Electric School Buses Electric Trucks Featured Column Driving Change Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off

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Big in 2021: American jobs created by EV companies

Big in 2021: American jobs created by EV companies

January 6, 2021 by  
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Big in 2021: American jobs created by EV companies Katie Fehrenbacher Wed, 01/06/2021 – 00:30 One of the big things I’m thinking about to kick off 2021 is how electric vehicles will be entwined with a U.S. recovery. Even before Joe Biden has formalized any green stimulus plans, the EV industry in the U.S. is showing important indicators that it will see solid growth this year — and that means jobs. New industry jobs. Electric jobs. Climate jobs.  Recently I chatted with the CEO and founder of Lion Electric , an electric bus and truck maker based in Saint-Jerome, Quebec. Marc Bedard founded the company 12 years ago — after working at a diesel school bus company in the 1990’s — with the goals of eliminating diesel engines for school buses and diesel fumes from the air that school kids breathe.  Lion got its start making electric school buses and has delivered major orders to the Twin Rivers Unified School District in Sacramento, California, and White Plains School District in White Plains, New York. More recently it unveiled an electric delivery truck and scored orders with Amazon and Canadian logistics provider CN.  While Lion Electric already has a factory in Montreal that can make 2,500 e-buses and trucks a year, the company tells GreenBiz it plans to expand into the U.S. by buying and converting an American factory that could be large enough to make 20,000 vehicles a year. Lion will unveil more details about where exactly that factory could be in the coming weeks, although vehicle production there probably won’t start for a couple of years. The expected rise of EV jobs across new and established automakers offers a spark of good news amidst expected anemic job growth for the first half of the year. Lion isn’t the only EV truck maker eying expansion into the U.S. market. Arrival — a London-based EV truck maker with a 10,000-EV deal with UPS —  plans to invest $43 million into its first U.S. factory in Rock Hill, South Carolina. The factory is expected to produce 240 jobs, with operations to start in the second quarter of 2021. The company’s U.S. headquarters will be in nearby Charlotte, North Carolina. In addition to Arrival and Lion, a handful of other independent U.S. EV makers have emerged in recent years to tap into the growing American electric truck market, including Lordstown Motors , Hyliion , XL Fleet , Rivian, Nikola and Lightning eMotors. All of these companies recently have raised hundreds of millions of dollars and gone public by merging with “blank check” companies, or Special Purpose Acquisition Companies (also called SPACs).  Although the financial tool is a bit speculative in nature — the SPAC process is far quicker and less rigorous than going public via a traditional initial public offering — it turns out that SPACs, strangely enough, could help create thousands, if not tens of thousands, American EV industry jobs. Hopefully, most of those will end up being long-term, stable jobs.  And those are just the latest jobs from the newest players. Ford is developing an all-electric cargo van at a Kansas City plant that will create 150 jobs this year. That’s on top of the hundreds of other new EV jobs created by Ford’s new electric vehicle lines, the electric F-150 and the Mustang Mach-E. Likewise, Daimler Trucks North America has been converting and expanding its factory to make electric trucks at its Swan Island headquarters in North Portland, Oregon. The new EV jobs couldn’t come at a better time. Thanks to the pandemic, 2020 saw historic American unemployment rates peaking in April and recovering to just 6.7 percent unemployment as of November. But with a slow vaccine rollout and surging infection rates, prolonged long-term high unemployment rates are expected. Clean energy jobs have been equally hit hard, with about a half-million clean energy workers left unemployed by the pandemic this year.  Despite not knowing what Biden’s green stimulus will look like, the administration already has signaled that the automakers could be a big part of a recovery. Biden selected former Michigan Gov. Jennifer Granholm as his energy department secretary. Granholm worked closely with the Obama administration and the auto industry throughout the green stimulus program following the 2008 financial crisis.  The expected rise of EV jobs across new and established automakers offers a spark of good news amidst expected anemic job growth for the first half of the year. And these are just jobs from the vehicle manufacturers.  Equally strong job growth is expected for EV infrastructure providers riding the same electric wave and could get even more of a boost from a green infrastructure stimulus. A federal government stimulus also could inject funding and jobs into a growing domestic EV battery production sector.  In what is expected to be another dark couple of quarters for employment in 2021, look to EV jobs to offer a bright spot.  Sign up for Katie Fehrenbacher’s newsletter, Transport Weekly, at this link . Follow her on Twitter. Pull Quote The expected rise of EV jobs across new and established automakers offers a spark of good news amidst expected anemic job growth for the first half of the year. Topics Transportation & Mobility Jobs & Careers Electric Vehicles Electric Bus Electric School Buses Electric Trucks Featured Column Driving Change Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off

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US formally exits Paris climate agreement

November 5, 2020 by  
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One of President Trump’s early moves in office was to announce the United States’ withdrawal from the Paris climate agreement . Now, amidst the election, the full exit process is over, making the U.S. the first country to officially leave the Paris Agreement. The Paris Agreement, written in 2015, states that all the signatories will work together to limit global warming . The aim is to keep this century’s temperature rise below 2° Celsius, or, ideally, 1.5° Celsius. While the Paris Agreement puts a kind of public moral pressure on countries, it’s a nonbinding agreement that doesn’t legally require its signatories to do anything. Related: UN report shows global warming could pass 1.5°C limit before 2030 If you’re wondering why it took so long for Trump to get out of the agreement, it’s because those who drafted the Paris accord expected trouble from the U.S. Global climate change pacts have been stymied in the past by warring U.S. politicians. As such, then-President Obama instructed his negotiators to make it hard to back out. The treaty went into effect in November 2016, after at least 55 countries responsible for 55% of global greenhouse gas emissions ratified it. No signatory was allowed to give notice for at least three years after the ratification date, and then it had to give a year’s written notice. “The decision to leave the Paris agreement was wrong when it was announced and it is still wrong today,” said Helen Mountford from the World Resources Institute. “Simply put the U.S. should stay with the other 189 parties to the agreement, not go out alone.” People around the world wonder if the U.S. withdrawal will inspire other countries to leave the agreement or perhaps strengthen the ties of those that remain. A few countries, notably Kuwait, Russia and Saudi Arabia, have also shown a tendency to dispute climate change science . While it took four years to extract the U.S. from the Paris Agreement, it will take less time to rejoin if a future American president decides to realign with the international coalition of countries fighting climate change . Via BBC Image via Markus Spiske

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Victory at Standing Rock as Dakota Access pipeline shut down

July 8, 2020 by  
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The Standing Rock Sioux tribe won a reprieve after the Monday decision by a U.S. District Court judge to suspend the Dakota Access pipeline pending further environmental review. The highly controversial  pipeline  has operated for three years. Judge James Boasberg of the U.S. District Court for the District of Columbia ordered both sides to submit briefs on whether the pipeline should continue operations. In March, Boasberg ruled that the U.S. Army Corps of Engineers violated the National Environmental Policy Act when it permitted the pipeline and failed to acknowledge the devastating consequences of potential oil spills in the area. Related: Dakota Access Pipeline placed under environmental review The 1,172-mile pipeline transports oil underground from North Dakota to Illinois, passing through South Dakota and Iowa on its way. Standing Rock Reservation straddles the Dakotas’ state line and draws its water from the Missouri River. The tribe alleges the pipeline, which crosses beneath the river, pollutes their water . Energy Transfer, a Texas-based gas and oil company that owns the biggest share in the project, disagrees and claims the pipeline is safe. The $3.8 billion pipeline brought trouble from the start. During its construction in 2016-2017, tribal members began a protest campaign that drew international support. Activists from around the country stood with Standing Rock. Some clashes at the site grew violent, with police and security officers using attack dogs, water cannons and military equipment to clear protesters and their encampments. Political action persisted, with David Archambault II, then-Chairman for Standing Rock , addressing the U.N. Human Rights Council in Geneva in September 2016. Senator and former Democratic presidential nominee Bernie Sanders also supported the protests, and then-President Barack Obama spoke with tribal leaders.  In December 2016, before leaving office, the Obama administration ordered a full environmental review of the project, including analysis of the tribe’s treaty rights, and denied permits allowing the pipeline to cross the Missouri River. President Donald  Trump  signed an executive order expediting construction during his first week in office. But for now, the tribal  water  supply is safe. “Today is a historic day for the Standing Rock Sioux Tribe and the many people who have supported us in the fight against the pipeline,” Mike Faith, Standing Rock Sioux Tribe Chairman, said in a statement. “This pipeline should have never been built here. We told them that from the beginning.” + The Guardian Via Earth Justice Images via Indrid Cold , Fibonacci Blue and John Duffy

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Victory at Standing Rock as Dakota Access pipeline shut down

Lyft plans to electrify all of its cars by 2030

June 17, 2020 by  
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Lyft plans to electrify all of its cars by 2030 Katie Fehrenbacher Wed, 06/17/2020 – 10:00 In an unprecedented move, the ride-hailing company Lyft revealed Wednesday it plans to electrify every car on its platform — those owned by Lyft and rented to drivers as well as cars owned by drivers — by 2030. The decade-long goal could result in millions of electric vehicles purchased for ride-hailing operations, encourage greater electric vehicle charging deployments and motivate stronger city, state and federal policies that could make EVs more economical. Lyft said its electric vehicle transition would remove more than 16 million tons of greenhouse gases from the atmosphere by 2030, equivalent to taking 3 million traditional cars off the roads.  On a media call Wednesday, Lyft Chief Policy Officer Anthony Foxx (former Secretary of Transportation under President Barack Obama) described the announcement as “a big deal.” Lyft co-founder and President John Zimmer said, “It’s on us to lead. We’re looking at bold opportunities. We intend to push hard and lean into this.” Lyft has been exploring how to make its vehicle fleet more sustainable for a couple of years. But the new EV goal is a huge step for the company, which is in fierce competition with Uber and has been positioning itself as the friendlier ride-hailing choice.  Two years ago, Lyft launched a program to buy carbon offsets for all of the rides organized on its network. Lyft followed that up by launching “green mode” on its app. That feature lets riders in certain cities request a ride in an electric car, and drivers can rent electric vehicles through Lyft’s Express Drive program. In addition, Lyft operates bikes, e-bikes and e-scooters in certain regions and integrates its app with public transit data.  The new electric vehicle target, however, is a game-changing move that could transform the company and could provide environmental leadership to the rest of the ride-hailing industry. Lyft says in its release that “Lyft is willing to go first, but others need to follow if we want to hit mass-market electrification.” Media Source Courtesy of Media Authorship GreenBiz Collage Close Authorship The move won’t be easy. Lyft recently announced a first-quarter loss of $85.2 million on quarterly revenue of $955.7 million, and said it plans to cut $300 million in expenses by the fourth quarter. While EVs can be cheaper to operate, compared to gasoline costs, high battery costs still can make many EVs more expensive than traditional cars. Many regions also still lack adequate public charging infrastructure. Shelter-in-place directives adopted to combat spread of the COVID-19 pandemic have battered ride-hailing companies as riders have stayed inside and avoided rides. But as states nationwide — and cities around the world — have started to open up for business, ride-hailing services have started to pick up.  Lyft says that the COVID-19 crisis forced the company to “rethink our priorities and focus on cost-effective investments. COVID-19 presented us with a choice to ‘hunker down or ‘grow back better’ by accelerating the transition to EVs. We are choosing to ‘grow back better’ by making sustainability an integral part of our path to profitability,” said the company in a statement. Light-duty electric vehicles, such as the General Motor’s Bolt or the Nissan LEAF, are being adopted by some public and commercial fleets for administrative work and are helping companies and cities cut fuel costs. These vehicles are particularly attractive in states such as California that have strong policies in place to incentivize EVs.  But ride-hailing companies face a unique challenge when it comes to electrifying their fleets. Most cars on their network are owned by drivers, many of whom already operate on low margins.  Lyft will need to take a systemic approach to try to make electric vehicles more attractive to its drivers, including influencing state policies, providing incentives and encouraging infrastructure providers to build out EV chargers for drivers.  All of the initial projects will be in the United States. Media Source Courtesy of Media Authorship Lyft Close Authorship Charging networks could be the biggest hurdle for the EV goal. A couple of years back in Washington, D.C., a lack of charging infrastructure flummoxed taxi drivers that agreed to adopt electric taxis. Like taxi drivers, ride-hailing drivers will have various needs for when they’d want to charge a vehicle, whether at home or at a ride-hailing charging depot, depending on where they live and their preferred routes. While the pandemic and recession likely will dampen sales of passenger EVs in the short term, electric vehicles are still expected to grow substantially over the next two decades. The researchers at Bloomberg New Energy Finance predict there will be 500 models of EVs available by 2022, and 28 percent of new vehicle sales globally will be electric by 2030. That percentage is supposed to grow to 58 percent of new sales by 2040.  Aggressive policies around the world are helping spur this electric transition. California’s clean air regulators (the California Air Resources Board, or CARB) are in the process of implementing a first-of-its-kind clean miles standard that requires the ride-hailing companies to have a certain portion of the miles driven through their platforms be with zero-emission vehicles.  Under the bill SB 1014, Lyft and Uber are required to submit electrification plans at the beginning of 2022, with the program beginning in 2023. In the first phase of the legislation, CARB established that the carbon emissions of Lyft and Uber’s vehicle fleet per passenger mile are over 50 percent higher than regular cars that drive on the roads. That’s largely because ride-hailing drivers travel around looking for passengers (called dead-head miles) for about 40 percent of their time. The Union of Concerned Scientists (UCS) put out a report earlier this year that found that ride-hailing trips are 69 percent more polluting than the trips they replace. UCS’s Don Anair, the lead author on the report, said in an interview with GreenBiz: “It’s very clear that steps need to be taken to reduce climate emissions from ride hailing. Electrification is one of the largest steps to address these emissions.” Lyft says it plans to join The Climate Group’s EV100 group, which asks members to make commitments to electrify 100 percent of their fleets. Lyft is already a member of the RE100 group, which has pledged to use 100 percent clean energy by 2030.  Updated: This article was updated June 17 with information from Lyft’s media call. Topics Transportation & Mobility Ride Hailing Electric Vehicles Featured in featured block (1 article with image touted on the front page or elsewhere) On Duration 0 Sponsored Article Off Electrify America and Lyft partnered to bring chargers to Lyft EV drivers in Denver. Courtesy of Electrify America Close Authorship

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Lyft plans to electrify all of its cars by 2030

Lyft plans to electrify all of its cars by 2030

June 17, 2020 by  
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Lyft plans to electrify all of its cars by 2030 Katie Fehrenbacher Wed, 06/17/2020 – 10:00 In an unprecedented move, the ride-hailing company Lyft revealed Wednesday it plans to electrify every car on its platform — those owned by Lyft and rented to drivers as well as cars owned by drivers — by 2030. The decade-long goal could result in millions of electric vehicles purchased for ride-hailing operations, encourage greater electric vehicle charging deployments and motivate stronger city, state and federal policies that could make EVs more economical. Lyft said its electric vehicle transition would remove more than 16 million tons of greenhouse gases from the atmosphere by 2030, equivalent to taking 3 million traditional cars off the roads.  On a media call Wednesday, Lyft Chief Policy Officer Anthony Foxx (former Secretary of Transportation under President Barack Obama) described the announcement as “a big deal.” Lyft co-founder and President John Zimmer said, “It’s on us to lead. We’re looking at bold opportunities. We intend to push hard and lean into this.” Lyft has been exploring how to make its vehicle fleet more sustainable for a couple of years. But the new EV goal is a huge step for the company, which is in fierce competition with Uber and has been positioning itself as the friendlier ride-hailing choice.  Two years ago, Lyft launched a program to buy carbon offsets for all of the rides organized on its network. Lyft followed that up by launching “green mode” on its app. That feature lets riders in certain cities request a ride in an electric car, and drivers can rent electric vehicles through Lyft’s Express Drive program. In addition, Lyft operates bikes, e-bikes and e-scooters in certain regions and integrates its app with public transit data.  The new electric vehicle target, however, is a game-changing move that could transform the company and could provide environmental leadership to the rest of the ride-hailing industry. Lyft says in its release that “Lyft is willing to go first, but others need to follow if we want to hit mass-market electrification.” Media Source Courtesy of Media Authorship GreenBiz Collage Close Authorship The move won’t be easy. Lyft recently announced a first-quarter loss of $85.2 million on quarterly revenue of $955.7 million, and said it plans to cut $300 million in expenses by the fourth quarter. While EVs can be cheaper to operate, compared to gasoline costs, high battery costs still can make many EVs more expensive than traditional cars. Many regions also still lack adequate public charging infrastructure. Shelter-in-place directives adopted to combat spread of the COVID-19 pandemic have battered ride-hailing companies as riders have stayed inside and avoided rides. But as states nationwide — and cities around the world — have started to open up for business, ride-hailing services have started to pick up.  Lyft says that the COVID-19 crisis forced the company to “rethink our priorities and focus on cost-effective investments. COVID-19 presented us with a choice to ‘hunker down or ‘grow back better’ by accelerating the transition to EVs. We are choosing to ‘grow back better’ by making sustainability an integral part of our path to profitability,” said the company in a statement. Light-duty electric vehicles, such as the General Motor’s Bolt or the Nissan LEAF, are being adopted by some public and commercial fleets for administrative work and are helping companies and cities cut fuel costs. These vehicles are particularly attractive in states such as California that have strong policies in place to incentivize EVs.  But ride-hailing companies face a unique challenge when it comes to electrifying their fleets. Most cars on their network are owned by drivers, many of whom already operate on low margins.  Lyft will need to take a systemic approach to try to make electric vehicles more attractive to its drivers, including influencing state policies, providing incentives and encouraging infrastructure providers to build out EV chargers for drivers.  All of the initial projects will be in the United States. Media Source Courtesy of Media Authorship Lyft Close Authorship Charging networks could be the biggest hurdle for the EV goal. A couple of years back in Washington, D.C., a lack of charging infrastructure flummoxed taxi drivers that agreed to adopt electric taxis. Like taxi drivers, ride-hailing drivers will have various needs for when they’d want to charge a vehicle, whether at home or at a ride-hailing charging depot, depending on where they live and their preferred routes. While the pandemic and recession likely will dampen sales of passenger EVs in the short term, electric vehicles are still expected to grow substantially over the next two decades. The researchers at Bloomberg New Energy Finance predict there will be 500 models of EVs available by 2022, and 28 percent of new vehicle sales globally will be electric by 2030. That percentage is supposed to grow to 58 percent of new sales by 2040.  Aggressive policies around the world are helping spur this electric transition. California’s clean air regulators (the California Air Resources Board, or CARB) are in the process of implementing a first-of-its-kind clean miles standard that requires the ride-hailing companies to have a certain portion of the miles driven through their platforms be with zero-emission vehicles.  Under the bill SB 1014, Lyft and Uber are required to submit electrification plans at the beginning of 2022, with the program beginning in 2023. In the first phase of the legislation, CARB established that the carbon emissions of Lyft and Uber’s vehicle fleet per passenger mile are over 50 percent higher than regular cars that drive on the roads. That’s largely because ride-hailing drivers travel around looking for passengers (called dead-head miles) for about 40 percent of their time. The Union of Concerned Scientists (UCS) put out a report earlier this year that found that ride-hailing trips are 69 percent more polluting than the trips they replace. UCS’s Don Anair, the lead author on the report, said in an interview with GreenBiz: “It’s very clear that steps need to be taken to reduce climate emissions from ride hailing. Electrification is one of the largest steps to address these emissions.” Lyft says it plans to join The Climate Group’s EV100 group, which asks members to make commitments to electrify 100 percent of their fleets. Lyft is already a member of the RE100 group, which has pledged to use 100 percent clean energy by 2030.  Updated: This article was updated June 17 with information from Lyft’s media call. Topics Transportation & Mobility Ride Hailing Electric Vehicles Featured in featured block (1 article with image touted on the front page or elsewhere) On Duration 0 Sponsored Article Off Electrify America and Lyft partnered to bring chargers to Lyft EV drivers in Denver. Courtesy of Electrify America Close Authorship

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Lyft plans to electrify all of its cars by 2030

How Perdue, Smithfield and Silver Fern Farms are reducing packaging waste

June 17, 2020 by  
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How Perdue, Smithfield and Silver Fern Farms are reducing packaging waste Heather Clancy Wed, 06/17/2020 – 02:00 Food companies have a dual responsibility when it comes to waste reduction aspirations: optimizing their operations to minimize food waste while reducing the amount of other materials — especially the waste associated with packaging — sent to landfill. The aspiration for a growing number of them is “zero waste.” But meat companies that raise animals such as poultry, pigs, cattle and other livestock for protein also must take into account something else few widget, gadget or electronics makers need to worry about — how to manage water and materials contaminated by organic, biological waste. This work continues amid the COVID-19 pandemic that has rocked the meat supply chain and forced closures of facilities across the United States, according to the executives interviewed for this article. It also has complicated matters, as procedures around the expanded use of personal protective equipment were embraced to protect the health of workers and consumers. More precautions have meant more PPE, which usually has come in contact with biological matter that causes management challenges for recycling facilities. “The one thing that is difficult — and it’s difficult for all companies but especially, I think, in the protein industry — there’s just certain materials you can’t recycle or reuse,” said Steve Levitsky, vice president of sustainability for well-known chicken purveyor Perdue Farms. Another vivid example: plastic that has been used to wrap meat, which cannot be sent to traditional facilities without first being decontaminated. “That’s the one material that we have not found the perfect solution for at this point, whether it be at a plant or at your home,” he said. That’s why the recent GreenCircle zero waste certification for Perdue’s harvest operation (industry parlance for a slaughter and processing facility) in Lewiston, North Carolina is noteworthy. The designation indicates that 100 percent of the waste stream at the facility is reused, recycled or incinerated for energy. That includes packaging scraps, chicken litter (which includes bird excrement, feathers and materials used for bedding), oils and personal protective equipment worn by the workers. For this particular facility, that translated into 8.3 million pounds of waste diverted during 2019, according to the company’s press release about the achievement. The zero waste certifications granted by some other certification bodies allow for up to 10 percent of waste to go to landfill — and still earn that label, Levitsky said. “We wanted to make sure if we go through this process …  it’s rigorous enough and that people feel when we say ‘zero waste to landfill’ that we’re doing every effort to get to that higher standard,” he said.  Perdue’s corporate-level waste goal calls for it to divert 90 percent of solid waste from landfills by 2022; it plans to have five more facilities certified by the end of 2022 (of about 20 meat production operations in total). The one thing that is difficult — and it’s difficult for all companies but especially, I think, in the protein industry — there’s just certain materials you can’t recycle or reuse. Some measures Perdue uses to divert waste in Lewiston include composting for all the organic matter such as litter or shells from the hatchery and food waste from the cafeteria; refurbishing end-of-life equipment by sending things such as engines back to the original manufacturer; sorting of plastics, cardboard, metals and glass; turning spent grain into animal feed or feed additives; and sending some organic matter to an anaerobic digester for energy applications. A GreenCircle certification isn’t simply a matter of filling out a survey. It requires on-site auditing not just of the company hoping to earn the recognition but also of all third-party waste management organizations hired to reduce waste, said Tad Radzinski, certification officer at GreenCircle. (When GreenBiz spoke with him in early May, his team was sorting out how to accomplish this using virtual tools.) “The one thing we always do is push for continuous improvement,” he said. Perdue made changes over the past year about how to handle damage or broken pallets, based on information gathering during the GreenCircle auditing process, Levitsky said. Specifically, it discovered that the company it was sending them to wasn’t remanufacturing them as Perdue believed and instead was sending certain damaged ones to landfill. Using that knowledge, the Lewiston team now sorts those materials into its waste-to-energy dumpster. Media Source Courtesy of Media Authorship Perdue Farms Close Authorship Generally speaking, zero waste strategies for animal protein companies don’t cover the meat, organs or bones of the slaughtered animals. Finding partners that can use those items is embedded into the core business strategy. Smithfield Foods, the world’s largest pork processor, for example, created the Smithfield BioScience division in 2017 to come up with solutions for using meat production by-products such as mucosa, glands and skin for medical applications.  From a corporate perspective, Smithfield’s commitment is to reduce overall solid waste sent to landfills by 75 percent by 2025. In the U.S., it plans to certify at least three-quarters of its facilities as zero waste by that time frame. (It has 35 of them.)  The designation calls for it to recycle or reuse at least 50 percent of the waste at a given facility. So far, Smithfield has certified 30 percent of its U.S. sites including its largest facility in Vernon, California, according to the company’s 2019 sustainability report released this week. The site required a proprietary solution for treating peptone waste associated with its production of heparin, used for pharmaceutical, nutraceutical and medical device applications. The packaging conundrum One of the most difficult processes for any animal protein company is reducing the impact of packaging while complying with health considerations and the requirements of recycling organizations.  “Packaging is one valuable component within our supply chain where we are focused on reducing waste,” said John Meyer, senior director of environmental affairs for Smithfield Farms, in responses emailed for this article. “Smithfield has partnered with packaging suppliers to ideate, research and test emerging recyclable and sustainable product materials for future development and implementation.” Three examples of ideas that already have found their way into practice:  It changed the packages for its Prime Fresh line of pre-sliced delicatessen meats to look like the bags a consumer would receive from someone cutting them on the spot; these packets use about 31 percent less plastic than traditional offerings. It’s using product trays for the Pure Frame plant-based products made from 50 percent recycled materials. Its Omaha facility moved away from paper labels to printed film, saving more than four tons of waste annually. Silver Fern Farms, a New Zealand meat purveyor that specializes in beef, lamb and venison, permanently has removed close to 80 tons of plastic from its supply chain annually through a combination of measures, according to Matt Luxton, director of U.S. sales for the company. Silver Fern is New Zealand’s largest red meat producer; it started exporting to supermarkets in Connecticut, New Jersey and New York in 2019.  One of the biggest changes was the shift to “consumer-ready” packaging that includes pre-trimmed portions, a process intended to help minimize food waste both at the retail point of sale (where meat is traditionally butchered and repackaged) and with consumers concerned about portion control.  “We have done a lot of research into what a consumer wants and what volume meals they are consuming,” Luxton said. Silver Fern is also using vacuum-sealed packaging that extends the shelf life of the meat for an additional 25 days, while maintaining health and hygiene standards, and it also has eliminated some plastic liners and opted for thinner gauge plastics for export. While the company is studying ways of using recycled plastics, it hasn’t been able to find a material that duplicates the shelf life it can achieve with options already available, Luxton said. Perdue also has been studying ways to package chicken in recyclable trays, an idea it borrowed from Coleman Natural, an organic meat company it acquired in 2011. While the idea works well for the organic brand, cost considerations kept the company from introducing it for the broader Perdue product lines.  “The problem with it is it’s more than double the cost of a foam tray,” Levitsky said. “And to put that cost into a conventional chicken product just would not be feasible … We’re trying to drive that cost down and are looking at other companies that can maybe produce that tray. But right now, the price is just so high for those recyclable trays that we have not done it.” Pull Quote The one thing that is difficult — and it’s difficult for all companies but especially, I think, in the protein industry — there’s just certain materials you can’t recycle or reuse. We have done a lot of research into what a consumer wants and what volume meals they are consuming. Topics Food Systems Circular Economy Packaging Zero Waste Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off Courtesy of Smithfield Farms Close Authorship

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How Perdue, Smithfield and Silver Fern Farms are reducing packaging waste

Trump allows commercial fishing in Atlantic national monument

June 9, 2020 by  
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The Trump administration announced on Friday that the Northeast Canyons and Seamounts Marine National Monument, which encompasses over 5,000 square miles of the Atlantic Ocean 130 miles off the coast of Cape Cod, will open to commercial fishing. The announcement came after the president attended a round-table discussion with commercial fishers from Maine who were concerned about the economic tolls of COVID-19 in their industry. Ocean experts are cautioning that the decision will cause comprehensive harm to the environment in the long run, especially as the proclamation will allow fishing within the monument without changing its size or boundaries. Brad Sewell, senior director of Oceans for the Natural Resources Defense Council, said in a statement that such a significant change to a monument must be done by Congress. Sewell cited that the Antiquities Act gives the president the power to protect specific natural areas, not the other way around. The 5,000-square-mile ocean monument is home to sea turtles, endangered whales, unique species of cold water coral reefs , four extinct underwater volcanoes and deep sea canyons teeming with marine life. Related: Sea turtles thrive on empty beaches during COVID-19 lockdowns The Northeast Canyons and Seamounts Marine National Monument has been open to sport fishing but closed to commercial fishing (with the exception of the red crab and lobster) since its creation in 2016 by President Obama. Any continuing fisheries were given a 7-year transition period to end their operations in the area by 2023. The Seamounts monument has been no stranger to controversy, even before Trump’s recent decision. A year after its designation, five commercial fishing groups sued the Obama administration because they felt the president had created the monument illegally. Now, Trump’s announcement raises the question of the limits of presidential powers regarding changing the rules of national monuments altogether. National Geographic’s Pristine Seas founder Enric Sala told National Geographic that these types of national monuments are established to preserve the country’s natural and historical sites. “We need pristine areas set aside so that we can see nature as it was before we overexploited it, and understand the true impact of fishing,” Sala said. “If commercial fishing were allowed in a monument, it would become just a name on a map, and no different than any other place in the ocean.” Via National Geographic Image via NOAA

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Trump allows commercial fishing in Atlantic national monument

How the Navajo got their day in the sun

May 28, 2020 by  
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How the Navajo got their day in the sun Danny Kennedy Thu, 05/28/2020 – 02:00 In late March, during the early hours of the COVID-19 crisis, just as New Yorkers were realizing how many might die, a small solar development company closed a $4 million financing deal. “Closing” is never easy, but getting a half-dozen high-net-worth individuals, family offices and foundations to pony up as the world’s finance markets crashed around them was a triumph.  Getting the deal done was impressive in its own right, given that private equity had all but frozen in the weeks before and most venture-backed startups were running on fumes, telling their angel investors and anyone who’d listen that they had three months’ financial runway, or less. It seems even more important now, given the terrible toll COVID-19 is having right where the solar is planned: the Navajo Nation. A young team saddled with ambition and support from their tribal government, this largely native-owned company, Navajo Power , was getting ready to build a major solar project in one of the poorest communities in America.  “We are working hard to create jobs and build resilient infrastructure for our Nation and for the greater western region,” explained Brett Isaac, founder and CEO. “Navajo has perhaps the highest unemployment in the country at 65 percent — that’s pre-COVID. It is clearly going up, due to the virus. We need to put people back to work in creating the clean energy future. Developing some of the biggest projects in the world and maximizing the benefits for our communities can provide the resources needed to fund a wave of local infrastructure and community economic development initiatives. Clean energy can be our bridge.” A company to watch, and learn from Navajo Power was co-founded by Isaac and his old friend Dan Rosen, a college dropout from New Jersey. Rosen was adopted by Navajo artist Shonto Begay in his teens and went on to start one of the U.S.’s largest solar loan business, Mosaic. These two and their partners are leading the charge for the Navajo Nation’s just transition, from coal dependence to clean energy superpower. This movement one day will be studied in colleges around the world; justice can be done. Such drama around Navajo is justified. This is the largest indigenous community in the United States, with 250,000 people and a land base the size of West Virginia. There is a sordid history of “divide and conquer,” involving everyone from Kit Carson to the Sierra Club. The wealth of energy resources on Navajo land invited exploitation throughout the 20th century. Uranium was mined there. And coal. Lots of coal. Mined and burned to provide power for Los Angeles, Las Vegas, Tucson and Phoenix.  The wealth of energy resources on Navajo land invited exploitation throughout the 20th century. Uranium was mined there. And coal. Lots of coal. Despite hosting centuries of extraction and decades of power generation, in 2020, more than 15,000 families on Navajo land lack electricity or running water. And surprise, surprise: the local community saw only a pittance for the years that King Coal ravaged its ancestral homeland. According to one local leader of the governing “chapter” responsible for running services, his entire community of 1,200 people received about $250,000 per year in royalties from the coal mining operation on their land. This community spent 50 years suffering from the toxic emissions spewing out of the coal-burning 1.2 gigawatt Navajo Generating Station nearby. This plant powered Los Angeles and points west — but not their own towns and settlements. All they got was the pollution, and almost enough money to pay for the salary of one public health worker and overhead. An utter disgrace. By contrast, Navajo Power’s solar projects will pay millions of dollars upfront and fair market value per year for the life of the project, while ensuring that the local community is compensated in addition to the central government. The solar plant will sit on the ground, leave resources in the ground, burn nothing and can be removed afterwards. The chapter can invest the revenue generated by this plant in public health, workforce development, job creation efforts such as ecotourism and high-value agriculture. Business unusual Solar is a strategy that will uplift this community. But unlike the similar promise of coal, solar power will not desecrate the Navajo’s sacred land, pollute their skies or poison their children. And the Navajo Power deal ensures this power will be owned and controlled by Navajo, not outsiders.  It was not only a coup to pull off any investment of this magnitude in the midst of the COVID crisis — there’s more business unusual in the deal. Baked into the financial structure is an expected rate of return for the investors. If and when this rate is achieved, any further returns will be distributed to the communities hosting the solar projects on their land. This financing design, with a “mission delta” built-in between the concessionary rate that investors are taking and a more market rate, will become an innovative benchmark for similarly well-intentioned companies in the future. Additional covenants include 10 percent of company ownership being held in a Turquoise Share, which funds community benefits in the event of profit distributions or sale of the company. Eighty percent of the profits must go toward solar projects or community investments. And executive compensation is capped relative to the lowest-paid employee.  Morgan Simon, CEO of the Candide Group, explained, “Navajo Power is creating a new kind of economic development model for communities through leveraging the revenues of utility-scale clean energy development. That’s what drew us to their work and why we led this investment.” This model is a stark contrast to the hundreds of years of exploitative fossil-fuel ventures that have taken place on the territories of native peoples.  Navajo Power, as you probably can tell, is not a typical company. It is a registered Public Benefit Corporation; a company with a core goal of public benefits on par with profit maximization. And for the power sector, it is innovative from woe to go. It is mostly owned by Navajo and committed, by its mission and business model, to maximize benefits for the community partners hosting the solar projects on their land. The company provides culturally appropriate technical assistance to communities as they go through the development process.  The backstory The political and historical context surrounding this momentous deal is worth understanding. During Donald Trump’s reign, U.S. coal plants have closed faster than during the Obama administration. We can thank the markets for coal’s loss of steam; wind in the Midwest and solar in the Southwest can produce cheaper electricity. This phenomenon has reached the reservation. After decades of hosting some of the nation’s largest coal mines and coal-fired power plants, including the Navajo Generating Station, San Juan, Cholla and the Four Corners Plant, these plants are finished. The first to fall, Navajo Generating Station, closed in November after a last-ditch effort by the Trump administration to “save it” with subsidies. Early this year, the San Juan plant on the New Mexico side of Navajo announced it will shutter within three years. Cholla will stop one of three units this year and the rest by 2025. And Arizona Public Service, which operates Four Corners, recently announced it is moving up the retirement of that facility to 2031. Given the increasing loss-making economics, my bet is 2031 is a longshot. The Navajo entrepreneurs saw the vacuum left by falling coal plants as an opportunity for themselves, their reservation and the broader United States. The key insight is that the coal operations built on their land give the Navajo exceptional access to regional energy markets through the high-voltage transmission lines connecting them to major electrical demand centers across the West.  Based on research, Navajo Nation has the potential for more than 10 GW of solar power — more than a one-to-one replacement for every lost megawatt of coal power — plus at least one gigawatt of wind. Their high altitude, blue skies and dry land base is ideal for hosting solar farms. It also could prove an ideal location for hosting long-duration batteries for grid services that provide reliability and resilience. Research and development on solutions such as hydrogen gas from electrolysis powered by inexpensive solar is another potential product of this endeavor. The Navajo are riding the perfect storm: better economics; natural and unnatural competitive advantages; and the disruption of energy technologies to position this previously overlooked community at the center of the U.S. energy future. A change of heart In March 2019, Navajo Power organized an Energy Roundtable that involved Navajo leadership and some big hitters in energy from the American West. These included David Hochschild, chair of the California Energy Commission, and Angelina Galiteva, a member of the Board of Governors of the California Independent System Operator, which runs the California electricity grid. California is the fifth-largest economy in the world. So, when the governor’s energy czar and manager of the grid were present at the roundtable, people listened. And they both had the same message: We won’t buy dirty power from Navajo. The previous year, California passed SB100, a law that requires the Golden State to be 100 percent powered with renewable electricity by 2045. California is a huge market, a kind of nation-state unto itself, with a distinct grid and an increasingly wealthy population of 40 million. When California adopted the 100 percent standard, other states followed suit. This included New Mexico, which has a long history with the neighboring Navajo Nation dating to colonial times. These energy players surrounded the nation — both figuratively and geographically — with 100 percent clean energy commitments. The conversation at the roundtable was focused on how none of these states wanted to buy coal-fired power for much longer. After 50 years of being forced by various means to allow coal extraction and combustion on its territory, the Navajo leadership was told that the world is going in a new direction. For the Resource Committee that was gathered, including Vice President Myron Lizer, this was news. But it was heard. It was hard to ignore Navajo’s biggest customer of coal power for last half century saying, “We won’t be allowed, by law, to buy it any longer.”  Showdown at the summit Galiteva had run procurement for the Los Angeles Department of Water and Power earlier in her career, so she knew all about contracting with Navajo power producers. She was well-versed on the transmission systems that carried electricity across the high desert and Sierras into the L.A. basin. There’s an interconnect at Glendale, just east of the city, a point in the grid where high-voltage transmission cables connect and the juice from big power plants is broken up before being distributed through the massive urban sprawl that is Los Angeles. Galiteva agreed that Navajo could take advantage of that transmission capacity — a huge multibillion-dollar sunk cost — to sell solar power for the next century. The Navajo’s competitive advantage of using transmission lines paid for by the coal industry to connect clean energy generation on their land to the big cities might be fleeting. Other carrots were offered in the room for the Navajo leadership to consider shifting from coal to solar. One came in the form of an energy procurement manager from Apple; the most valuable company in history at that time that recently had committed to 100 percent clean energy. While he could not commit to a specific contract with Navajo on the company’s behalf, he did indicate Apple’s interest in new sources of clean power. In the last few years, data centers such as those run by Apple, Google and Facebook have emerged as core business for energy generators with direct electricity contracts. If the Renewable Energy Buyers Alliance, a group of several dozen large corporations, were a country, it would be in the top 10 in terms of energy consumption and commitment to 100 percent clean energy purchasing. The signal was clear for the folks in the room — the times were a-changing and the Navajo needed to get with the program. The Navajo’s competitive advantage of using transmission lines paid for by the coal industry to connect clean energy generation on their land to the big cities might be fleeting. Developers elsewhere across the West are proposing massive wind and solar farms with transmission. These were big decisions and directional choices proposed to the committee at the summit. None of which had an easy solution because, at the same time the summit was happening, on the Arizona side of the reservation, lobbyists in Window Rock were trying to convince the president to use sovereign wealth funds to bail out the coal-fired Navajo Generating Station. The owners and major off-takers had proposed to shut it down that summer, which would mean hundreds of jobs going off the reservation — a place with few good, consistent employment opportunities.  At the time of the Navajo Power Summit, the nation was under considerable pressure to buy out the owners of the Navajo Generating Station to keep it going — even if It meant funding a loss-making enterprise. Various excuses and initiatives were announced to justify the nation’s digging into a hard-won, rainy-day fund it maintains from fines settled by the federal government for damage caused by uranium mine tailings on their land. The new president, Jonathan Nez, elected in November 2018, was looking down the barrel of 700 jobs going away at NGS and seriously considered spending $300 million to keep the coal power plant running. The Institute for Energy Economics and Financial Analysis advised Nez that this may keep the plant going for a couple of years, but nothing could turn the tide against coal in the West with all neighboring states committing to 100 percent renewables in the foreseeable future. In other words, it would be buying a white elephant. In an act of bold political leadership, Nez decided against bailing out the coal plant. The nation broadened its vision. It saw that building large-scale solar farms with companies such as Navajo Power would tap the existing transmission lines to big cities and address the thousands of families on the reservation who do not have electricity. In a proclamation made in April 2019, called the Navajo Háyoo?káá? , the parties created “a new economic vision for the Navajo People, through healing the land, fostering clean energy development and providing leadership for the energy market.” This is “a big move for the nation,” said Nez. The plan is based on four principles:  1. A diverse energy portfolio, creating workforce development and job creation opportunities for the Navajo people.  2. Restoration of land and water after decades of uranium and coal mining.  3. Rural electrification of homes that lack access to electricity. 4. Utility-scale renewable energy development to supply Navajo Nation and the western United States.  The Navajo Sunrise Proclamation says, “Through the Diné teaching of ‘T’áá hwó’ ajít’éego’ and for the many who have called upon our Nation’s leaders to transition away from our overdependence on fossil fuels, the Navajo Nation will strive for a balanced energy portfolio and will pursue and prioritize clean renewable energy development for the long-term benefit of the Navajo People and our communities.” The benefits of such investments will go beyond jobs and revenue for the Navajo. There is a sense of pride in picking the path rather than having it foisted upon them, as coal power was 50 years ago. Self-determination is a big issue for indigenous peoples the world over. Overcoming the colonial domination that energy development has created is a major triumphsof the Navajo Sunrise Proclamation. It brings hope, not just to this sovereign nation, but to people everywhere that just transitions can be made. Pull Quote The wealth of energy resources on Navajo land invited exploitation throughout the 20th century. Uranium was mined there. And coal. Lots of coal. The Navajo’s competitive advantage of using transmission lines paid for by the coal industry to connect clean energy generation on their land to the big cities might be fleeting. Topics Renewable Energy Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off

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